Drop end gate latch



Nov. 5, 1940. w. B. MOlR ET AL DROP END GATE LATCH Filed March 12, 1940 2 Sheets-Sheen 1 FIG J w 9 J 9 y u v M4 P w Q y H; --& i V I. 7 w w wall W fi Z U 1 I I 1 r I II All m m Twa .E ms m WM m .mm a m0 Nov. 5,- 1940. w, B;.MOIR ET AL 2,220,263

DROP END GATE LATCH Filed March 12, 1940 2 She eis-Sheet 2 29 21 17a 1 J. T-/

Z7 m7 Q 1Z0 INVENTOR 5= William )3 M31? 231.

BY Jose p71; WGaZZnis,

A TTORNE YS.

Patented Nov. 5, i940 UNITED STATES DROP END GATE LATCH William B, Molr, Pittsburgh, and Joseph W. Gnllnll, East McKeesmrhla.

' Application March 12, 1940, Serial No. 32am 6Claims.

This invention has general reference to railway freight cars having sections or gates which are normally held in active position by latching means designed, when released, to permit gravitation or other movement of such sections or gates to open position; and, more particularly, the instant improvements relate to a novel safety latching device preferably adapted for drop end gondola cars.

A primary object of this invention is to furnish a safety latching device which in use will positively lock an end gate to the associated car end post stops.

Another object is the provision of a safety latching device of the indicated species that eliminates all lost motion between the end gate proper and the end posts or stops.

A further object is to provide a latching device for the purpose specifled which incidental to its novel make-up eliminates wear, as compared with conventional flat latch and keeper type devices.

A still further object is the provision of a safety latching means for drop end gondola cars which is proof against trainmen getting their fingers accidentally pinched or injured while the cars are in motion even though only one latch be engaged, as the end gate is flrmly restrained or locked against vibratory movement.

Still another object is to provide a latching device for the above specified purpose which,-

when mounted on a car becomes a permanent, non-detachable, part thereof. Y

Other objects and ancillary advantages of this invention will appear as the' 'nature thereof is better understood, said invention consisting substantially in the novel structural features, arrangement and'correlation of parts hereinafter fullydescribed, illustrated by the accompanying sheets of drawings, wherein similar reference characters are used to designate corresponding parts throughout the several views; while the concluding claims more concisely recite the features of novelty.

In the drawings:

Fig. 1 is a fragmentary elevation of a gondola car end gate assembly with the latch device of this invention applied thereto.

Fig. 2 is a plan section, taken as indicated by the arrows 11-11 in the preceding illustration.

Fig. 3 is a vertical section, taken approximately as indicated by the arrows Ill-HI in Fi 2, with the upper left-hand corner portion of the car end gate, associated post and stop, removed to better disclose otherwise hidden structure.

Fig. 4 is a perspective view of a bracket forming an important component of the latch device; and,

Fig. 5 is a perspective view of a slightly modified type of camming device hereinafter fully explained.

In the following detailed disclosure of the embodiment of this invention, shown by the accompanying two sheets of illustration, specific terms will be employed for the sake of clarity, but it is to be understood that such terms are used in a descriptive sense and not for purposes of limitation. Each speciflc term is intended to include all technical equivalents which operate in a similar manner to accomplish an analogous purpose.

Referring more in detail to the drawings, a fragmentary portion of the upper left-hand part of a railway gondola car end gate is designated by the reference character 8, the same being of a conventional type including an angularlyrelated perimetric flange I, with upper and lower reinforcing bars 8 having the ends angled at 9 and conveniently attached in position by securing means ID. The car end hollow post is comprehensively designated I I, and it embodies a stop flange l2, against which the gate 6 engages when in. closed position, as well as a rectangular embossment l3.

Conveniently, although not essentially, seated on the upper edge I of the embossment IS, with rigid attachment to the end post H by rivets I5, is the flange portion ii of a special bracket generally designated II. This bracket ll, in addition to the flange l6, which has its inner face inclined as shown at l8, for abutment against the confronting surface of the end post I I so that its outer face is substantially vertical, is provided with upper and lower ears I9, 20 for passage inwardly of said post through an opening M in the latter, and laterally spaced holes 22 for reception of the rivets l5. Outwardiy of, and integral with, the bracket flange ii, are spaced upper and lower arcuate projections 23, 24, respectively, having vertically aligned gate holding and gate released" slots or notches 25, 26, later on again referred to and more fully explained. The lower projection 14 embodies a relatively stepped inner portion 21 extending upwards to a common plane including that of the upper face of the lower ear 20, as well as the lower side of a rectangular bracket opening 28 immediately below the upper ear I 9, all as clearly understandable from Figs. 1 and 3. Particular attention is directed, at this juncture, to the fact that the inner end faces of the aligned slots 25, 26 and the outer arcuate face of the stepped portion 21 are all preferably located in common vertical registration.

Horizontally supported by the ear 28, lower side of the rectangular opening 28, and the upper face v of the stepped portion 21, is a locking lever or camming device 29, preferably of substantially L-shape, with the major leg 30 having a longitudinal slot 3| therethrough for variablecoaction with a headed fulcrum pin 32 engaged through axially aligned holes 33 in the spaced ears [9, 20, said pin being conveniently retained in position against accidental removal by any suitable means, such as having the lower end peened over or riveted at 34. The minor leg or latch section 35 of the device 29 is adapted for projection through an opening 36, in the end post II at right angles to the opening 2|, hereinbefore referred to, into grip engagement with the confronting edges of the end gate flange 1 and reinforcement angled end 9, as clearly apparent on an inspection of Fig. 2; or for horizontal swivel-movement within the end post as indicated by the dot-and-dash lines in said figure. It is also to be remarked that the outer end 31 of the longitudinal slot 3| is inclined downwards from the vertical, for a purpose later on clarified.

Freely movable lengthwise within the camming device longitudinal slot 3| is a lock-member or drop-wedge 38, having lateral ears 39 at the top and flanking stop welds 40, or other suitable means, at the lower end to prevent its removal out of said slot when once assembled; while the outer edge ll of said wedge is conformably tapered and rounded to the inclination of the slot end 31. In the modified form of camming device 29', shown in Fig. 5, the only difference over the previously described device 29 resides in the fact that aligned slots l2, 43 are substituted for the single slot 3 I, the former slot 42 receiving the drop-wedge 38 whereas the slot 43 coacts with the fulcrum pin 32.

Obviously the improved latching device hereinbefore set forth is made in counterpart pairs, respectively, for application to the left-hand car end post II, as shown, and to the right-hand post, not illustrated; while the inner end faces of the post opening 2|, and bracket opening 28, are mutually inclined as best shown at N, in Fig. 2, to limit the inward swivel movement of the camming device 29, in an obvious manner.

Having fully explained the structural features of the latching device of this invention, it will be readily understood that, when the end gate 8 is closed, the several parts occupy the full-line position shown in Figs. 1, 2 and 3, with the camming device 29 firmly abutting the gate flange I and reinforcement 9, it being obvious that the flange I may be notched-out at 45 to receive the inner edge of the leg 35 when said reinforcement is inset as illustrated; while the drop-wedge 38 will be firmly jammed down intermediate the slot end 31 and the vertically aligned outer faces of the closed gate slots 25, 25, and intervening face of the stepped part 21. To release the gate 6, it is only necessary to force the drop-wedge 38 upwards and then swing the camming device 29 to the dot-and-dash line position shown in Fig. 2, whereupon the end gate 6 will be free to gravitate or move down to open position, and, vice versa, up, when said gate is again to be closed. Itis also noteworthy that when the novel latch device is installed, the drop-wedge 38 cannot be removed or lost by virtue of the ears 39 and stops 40, and that when placed in position in the "gate-open or inner slots 26, the camming device 28 is restrained against swinging movement. Also, when the drop wedge 38 engages the gateclosed" or outer slots 25, the camming device 29 is locked in the active position with the end gate 8 positively held tight against the inner face of the end post stop flanges l2. Incidentally, the tighter the drop-wedge 38 is driven down, or gravitates incidental to vibration-of the car, the tighter the end gate 6 will be held against the stop flanges l2; while the slot connection of the camming device 29 with respect to the fulcrum pin 32 readily adapts the invention to gondola or other cars having differential depths of flange I; as well as affording provision for the device 29 being moved inwards of the post II when not in active use. Furthermore, incidental to the positive locking action of the end gate latch of this invention, considerably less maintenance costs will be involved, in comparison with conventional flat latch and analogous means heretofore employed for holding car end gates in active position, inasmuch as no lost motion can develop between the component parts with respect to the end gate 6 and gate stop l2.

Having thus described our invention, we claim:

1. A safety latch device for freight car end gates with associated end posts having flanking stop portions, said device comprising a bearing member embodying vertically-spaced ears and an opposedly-directed arcual projection, said projection including means defining gate-controlling upper and lower vertically aligned notches, a camming device fulcrumed between the spaced ears and having a longitudinal opening therein for selective registration with said upper and lower aligned notches, and a wedge member freely engaged through said longitudinal opening for coaction with the respective aligned notches to lock the camming device against the gate when closed and to hold said device in inactive position when the gate is opened.

2. A safety latch for a railway gondola car having a drop end gate with end posts and lateral stop flanges comprising a bearing bracket embodying an attaching flange, means for securing said flange to the end post of the car, vertically spaced ears projecting from said bracket inwardly through a suitable opening in the end post, opposingly-related upper and lower arcual projections with an inwardly-related intervening step portion, spaced vertically-aligned radially-directed notches in the respective arcual projections, a crank-lever camming device swivelingly mounted between the spaced ears by a frulcrum pin, said lever having a longitudinal opening selectively registrable with the respective aligned arcual projection notches, and a drop-wedge freely movable in the longitudinal opening for selective engagement in the aligned notches to lock the camming device against the gate when closed and to hold said device stationary when inactive.

3. A safety latch for a railway gondola car having a drop end gate with end posts and lateral stop flanges comprising a bearing bracket embodying an attaching flange, means for securing said flange to the end post of the car, vertically spaced ears projecting from said bracket inwardly through a suitable opening in the end post, opposingly-directed upper and lower arcual projections with an intervening inwardly related step portion, spaced vertically-aligned radiallydirected notches in the respective arcual projections, a crank-lever camming device swivelingly mounted for horizontal movement between the spaced ears by a fulcrum pin, said device having a longitudinal opening therethrough selectively registrable with the respective aligned arcual projection notches, a drop-wedge in the longitudinal opening for engagement in the aligned notches to arrest the camming device in active or inactive position, and means preventing removal of the drop-wedge out of the opening aforesaid.

4. A safety latch as defined in claim 3, wherein the camming device is substantially L-shaped and has the elongate slot in its longer portion,

and the shorter portion operates through a suitable opening in the end post common to its path of planar movement.

5. A safety latch as defined in claim 3, wherein the bearing bracket attaching flange has the inner face vertically inclined for attachment to the outer wall of the end post, and the camming device is operable through a rectangular opening in the bearing bracket and car end post, the inner end face of said openings being inclined to limit inward swiveling movement of said device.

6. A safety latch as defined in claim 3, wherein the camming device is provided with aligned elongate slots, one of which coacts with the fulcrum pin, and the other holds the drop-wedge for registration with the vertically aligned notches as desired.

WILLIAM B. MOIR. JOSEPH W. GALINIS. 

